Gasolene-economizer for engines



C. 0. THOMPSON.

GASOLENE ECONOMIZER FOR E NGINES' APPLICAHON FILED S EPI. 20, 1919.

1,366,973. PatentedFeb'. 1, 1921.

o o o UNITED STATES PATENT OFFICE.

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' GASOLEKE-ECONOMIZER FOB ENGINES.

Specification of Letters Patent.

Patented Feb. 1, 1921.

' Application filed September 20, 1919. Serial No. 825,250.

omizers for engines, and has for its object to provide a device of this character, which operates in unison with the throttle mechanism and does not require theattention of the operator at any time.

Another object of the invention is to provide'a device of this-character, whereby the proper proportion of air and gasolene is maintained in the mixture admitted to the engine, at all times regardless of the speed of the engine.

A still further object of the invention is to provide asimple device of this character, capable of obtaining more mileage per gallon of gasolene than was possible with the individual adjusting mechanism.

These objects are attained by the mechanism illustrated in the accompanying drawings, in which:

gure 1 is an elevation of the gasolene economizer appliedto an internal combustion engine;

Fig. 2 is a perspective view of the operating mechanism ofthe economizer detached from the engine;

Fig. 3 is a detail view of the inlet open- I in of the inlet valve; and

ig. 4 is a vertical sectional view of the inlet valve and valve applied.

Referring to the drawings, A indicates the manifold of an internal combustion engine, and B the throttle lever of the carbureter. In connection with the manifold, an air inlet valve is used and includes a shell 5 having a lurality of;.openin s 6, in one end, the ot er'end 7 being re need and threaded and arranged to be positioned in a threaded openin manifold, the shell being a a ted to convey air .to the manifold. A va ve plate 8 is adapted to engage the end of the shell and is pivoted thereto by means of a screw 9. The valve plate has a ,series of open 10. which register with the openmgs 6. 1n the shell when the valve .plate is moved.

Alink 11 is pivotally connected at one 7 rovided in the end to the valve plate 8 and has its other end threaded and provided with adjusting nuts 12.

Engaged with the manifold beneath-the shell 5 1s a clam 13 which firmly embraces the manifold. ivoted to the clam is a rock lever 14 having an openin in its end 15, and having its end 16 skewed and provided with an opening. The lever 14 is detachably connected at its end 16 to the threaded end of the link 11 and is adjust able thereon by means of the nut 12. A. link 18: having afurcated end 19 is pivoted to the end'l5 of the rock lever. The other end 20 of the link 18 is pivotally connected to the throttle lever B. A sprin' 21 is disposed on the pivot and is inten ed to hold the end 20 of the link firmly in engagement with the pivot.

In use, when the throttle lever mechanism is. operated, the rocking movement of the same causes the lever 18 to rock the lever 14 and move. the link 11 which in turn oscillates the valve plate 8 and causes the open ings 10 and 6 to register according to the movement of the throttle lever mechanism so as to regulate the entrance of air into the manifold automatically.

The pivotal member connecting the end ,portion 20 of the link with the lever B constitutes an extension 22 of the clamping screw which operates in a well known manner to hold the lever B in desired position. The outer end of the extension 22 terminates in a head 23 and the coacting end portion 20 of the lever 18 is constantly urged toward said head 23 and substantially in contact therewith by the spring 21. The spring 21 encircles the extension 22 and is interposed between the end portion 200i the lever 18 and the adjacent end portion of the lever B. It is also to be noted that the extension 22 is substantially at right angles to the axis of the pivotal connection between the furcated end portion 19 of the link 18 and the adja cent or coacting end of the rock lever 14, or, in other words, the extension 22 is disposed in substantially the same general direction as the direction of rocking movement of the lever 14. By this means the link 18 has a yieldable connection with the extension 22 whereby the adjustment of the valve plate it is impossible -for'an excess quantity of air to he admitted to the manifold and vice versa as the entrance of air is entirely controlled by the throttle lever mechanism and is regulated accordingly. In addition to this, it does not require the attention of the operator, or a separate operating mechanism, in view of its automatic operation through the medium of the throttle ,lever mechanism.

What is claimed is The combination with an engine manifold providedwith an air inlet, a throttle lever, and a clamping member for said lever; of a valve member for controlling the air inlet of the manifold, a rock lever supported by the manifold and operatively engaged with the valve member so that said rock lever and the valve member move in unison to control the flow through the air inlet of the manifold, a link pivotally engaged with the rock lever and with the clamping screw coacting with the throttle lever, the end of the link engaged with the screw having movement lengthwise of the screw, and means coacting with said end portion of the link for constantly urging the same in one direction, said screw being provided with a head to limit the movement of said end portion of the link under the influence of the spring.

In testimony whereof I hereunto afiix my signature.

CLARENCE OLIVER THOMPSON 

